Railway switch and interlocking apparatus.



PATENTED SEPT. 20, 1904 C. J. COLEMAN.

RAILWAY SWITCH AND INTERLOGKING APPARATUS.

APPLICATION FILED OUT. 2, 1902.

2 SHEETSSHEET 1.

NO MODEL.

3 @fll/NZ/ENTOR ATTORNEY No. 770,265. PATENTED SEPT. 20, 1904. G. J.COLEMAN.

RAILWAY SWITCH AND INTERLOGKING APPARATUS.

APPLICATION FILED 001:. 2, 1902.

N0 MODEL. SHEETS-SHEET 2.

may

Him

WITNESSES NITED STATES Patented September 20, 1904.

PATENT U FFIQE.

CLYDE J. COLEMAN, OF NEW YORK, N. Y., ASSIGNOR TO THE HALL SIGNALCOMPANY, A CORPORATION OF MAINE.

RAILWAY SWITCH AND INTERLOCKING APPARATUS.

SPECIFICATION forming part of Letters Patent No. 770,265, datedSeptember 20, 1904.

Application filed October 2, 1902.

To all], whom it may concern:

Be it known that I, CLYDE J. COLEMAN, a citizen of the United States,residing in the borough of Manhattan, in the city of New York, county ofNew York, and State of New York, have invented certain new and usefulImprovements in Railway Switch and Interlocking Apparatus, of which thefollowing is a specification, reference being had therein to theaccompanying drawings.

This invention relates to railway switch and interlocking apparatus, andincludes improved means whereby the switch may be shifted and thesignals operated from a signal tower or station, the switch and signalsbeing interlocked, so as to prevent the giving of an improper signal.

My invention has for its principal object the employment of liquefiedgas to supply the power for shifting the switch, and the liquefied gasemployed is capable of supplying the requisite power in the form of agas when the pressure on the liquid is reduced, and I prefer to employliquefied carbon dioxid as such power medium. The gas-pressure to shiftthe switch is applied in a chamber, which I shall designate as the gaspressure-applying chamber and which may be embodied invarious forms,such as a piston-chamber or a turbine or any other suitable form capableof receiving and applying the pressure of the expansive gas to shift theswitch. Suitable controlling devices are provided, such as a valve orvalves, for controlling the gas supplied to the gas-pressure-applyingchamber, and in the best embodiment of my invention such controllingmeans are electrically controlled, and thereby the interlocking meansmay comprise suitable levers controlling electrical contacts, and theconnections with the switch and signals may be by electrical conductors.The liquefied gas may be stored in a chamber or storage-tank, and thisstorage-tank may be de tachably connected, so that each switch may beprovided with a storage-tank, which when exhausted may be detached andreplaced by a charged tank, and all piping may thus be avoided, eachswitch-operating mechanism containing its own power apparatus. Thus ISerial No. 125,698. (No model.)

obviate the loss through leakage incident to the use of piping, as wellas the great expense of such piping as is now employed in pneumaticsystems. I am also enabled to economically employ comparatively highpressure in the switch-operating apparatus and to secure certainty ofoperation, as well as economy, in the cost of operation.

My invention includes various improvements in construction, ashereinafter particularly set forth, and I will now describe the railwayswitch and interlocking apparatus embodying my invention illustrated inthe accompanying drawings, forming part of this specification, and willthereafter point outmy invention in claims.

Figure 1 is a diagrammatic View of a portion of a track with a switch,switch-operating mechanism, signals, and interlocking apparatus. Fig. 2is an enlarged vertical sectional detail of one of theelectrically-operated valves of the switch-operating mechanism. Fig. 3is a vertical section of the same, taken on a plane indicated by theline 3 3, Fig. 2.

Fig. 4 is an enlarged plan, partly in section,

of the switch-operating mechanism and a portion of the switch, showingthe switch set for main-line traffic. Fig. 5 is a similar view showingthe switch set for the siding. Figs. 6 and 7 are details of portions ofthe switch locking device. Fig. 8 is a detail elevation of the valvecut-off rod and adjacent parts.

The track comprises a straight section or main line 1 and a divergingsection or siding 2, a switch 3 being located at the point of divergenceof the siding. Signals are provided to guard the approach to the switchfrom all directions, the signal 4 to guard the approach to the switchfrom the siding 2, the signal 5 to guard the approach to the switch onthe straight track from the right, and the two signals 6 and 7 to guardthe approach to the switch from the left and toward the points of theswitch, the signal 6 indicating by its safety position that the switchis set for main-line traffic and the signal 7 indicating by its safetyposition that the switch is set to permit a train to pass from the mainline on to the siding. The construction of the signals forms no part Ian actuating-rod 16 of a detector-bar.

of the present invention, the signals being shown as of a type adaptedto be operated by liquid-gas pressure in accordance with my invention asset forth and claimed in application for Letters Patent, filed July 8,1901, serial number 57,530. These signals are normally at danger and areshown in their normal danger positions, and their mechanism will operateto cause them to give safety indications when electric circuits areclosed through their operating-circuits by the interlocking apparatus tobe hereinafter described.

The switch 3 may be of any usual or suitable construction and is shiftedby the switchrod 8, which is adjustably connected to theescapement-crank 9, this escapement-crank being actuated by engagementwith the stud 10 on the piston-rod 11. The escapementcrank commences andcompletes each movement with the portion of its surface which is inengagement with the actuating-stud 11 in a position parallel to thedirection of movement of such actuating-stud, and therefore not actuatedthereby, thus permitting actuation of the piston-rod to unlock thelock-bar 12 at the commencement of each stroke by withdrawing one of theplungers 13 or lt from engagement therewith and to lock the lock-bar 12at the completion of each stroke by forcing the other plunger 13 or 1 1into engagement with the lockbar. The piston-rod 11 and lock-bar 12slide in a block 17, which is also perforated to receive either oneofthe plungers 13 1 1 when in locking position.

A detector-bar mechanism of usual construction may be provided, and, asshown, the end of the piston-rod 11 is pivotally connected to a crank15, which is pivotally connected to (Not shown.)

The gas-pressure-applying chamber of the switch-operating mechanism isshown as a cylinder 18 and a piston 19, fitted within the cylinder. Tothe piston 19 is secured the piston-rod 11, above referred to, thepistonrod entering the cylinder through a stuflingbox of usualconstruction. The piston is double-acting, being actuated positively inboth directions by the gas-pressure, and is provided with valvemechanism adapted to admit and exhaust the gas-pressure to and from thecylinder at both ends thereof. The gas-pressure is supplied from asource of liquefied gas, which in the embodiment of my invention shownis a storagetank 10, and a pressurereducing valve 20 is interposed inthe connections between the storage-ta nk and a gas-pressure-applyingchamber. The function of the reducing-valve is to reduce the initial andvariable high pressure of the liquefied gas to a substantially constantlow pressure, selected as the proper working pressure in thegaspressure-applying chamber. The pressurestorage tank has a connectionor coupling 21, whereby it may be detachably connected in place, so asto be replaced when discharged or exhausted by a charged storage-tank.

The gas supplied to the pressure-applying chamber is controlled bysuitable valve mechanism, andthis valve mechanism is controlled by theinterlocking mechanism. In the embodiment of my invention shown in thedrawings two valve devices 22 and 23 are provided, the valve device 22being connected to the right end, of the cylinder 18 by the pipe 42 andthe valve device 23 being connected to the left end of the cylinder bythe pipe 13. The two valve devices are of identical construction, andthe valve device 23 is separately shown in section in Figs. 2 and 3. The

inlet-valve 24 and the exhaust-valve 25 of this valve device are bothupon the same stem and are operated by the electromagnet 26 through itsarmature 27, the armature-lever 28, and connecting-bar 29, thisconnecting-bar being of sufficient weight to maintain the armaturenormally in retracted position and the inletvalve 24 closed and theoutlet-valve 25 open. The gas enters the valve-casing through the pipe30 and is controlled by the cut-off valve 31, and a spring 32 and thediaphragm 33 tend to hold this cut-ofi valve closed, and when thecut-off valve 31 is open the gas flows into the chamber of the diaphragmand thence to the inlet-valve 2 1. The stem 34: of the cutoff valve isactuated by the valve cut-off rod 35, and the. valve cut-off rod isactuated by the cut-ofi crank 36, which is engaged by a pin 37 on thepiston-rod 11 at the conclusion of each stroke of the piston 19. Thevalve cutoff rod has inclined faces or cams, which at the final movementof each stroke of the piston move clear of the stem of the cut-off valveof the valve device which supplied gas to cause such movement of thepiston, permitting the cut-ofi valve to be closed not only by the actionof its retracting-spring, but also by the direct pressure of the gasagainst the diaphragm, so that at the completion of each stroke of thepiston the gas-supply is positively cut off and waste or leakage of gasis prevented.

As shown in Figs. 1, 2, 3, 4:, 6, 7, and 8, the piston 19 has completedits stroke to the right, and the cut-off valve 31 of the left valvedevice 23 has closed. The inlet-valve 2 1 is also shown closed in Fig.2; but it isevident that the gas-supply is cut off altogetherindependently of the inlet-valve. The valve cut-off rod 35 has alsoactuated the stem 38 of the cut-off valve of the right valve device 22and has forced this cut-off valve open, so that the right valve deviceis ready to supply gas to the cylinder whenever its electromagnet 39 isenergized and caused to attract its armature 11 to open its inlet-valve.As shown in Fig. 5, the parts are in the reverse position, and thecut-off valve of the right valve device '22 is closed, and the cut-offvalve of the left valve device 23 is open.

The interlocking device is adapted to be controlled at a suitable toweror station conveniently located and at any desired distance from theswitch. Where several switches are in proximity to each other, thecontrolling-levers for the several switches would usually be located ata single tower or station. The drawings show a single switch and itssignals and interlocking mechanism for the control of these simpleelements. The control may be entirely electrical, as in the embodimentof my invention shown, the manual controlling devices comprising aswitch-lever 45 and two signal-levers 46 and 47 Indicators are alsoprovided at the controlling tower or station to indicate to the operatorthe completion of each switch-shifting operation, the indicator 49giving the clear indication to show that the switch is set for thestraight track or main line and the indicator 48 giving the clearindication to show that the switch is set for the diverging line orsiding. These indicators are actuated by electromagnets 50 and 51,respectively, which are controlled by contacts a and b and cand (Z,respectively, of the switchoperating mechanism, and a projection 52 onthe piston-rod 11 closes the contacts 0 and (Z when the switch is setfor the main line and closes the contacts a and bwhen the switch is setfor the siding, operating to open and close the contacts at thebeginning and ending of the movement of the piston and before and afterthe switch has been actuated. As shown in Figs. 1 and 4, the contactscand d are closed, and the circuit to clear the indicator 49 may betraced in Fig. 1 as follows: from battery B by wires 53 54 throughelectromagnet 51 of indicator 49, wire 55, contacts cl 0, and

wires 56 and 59, back to battery. The circuit to clear the otherindicator 48 would flow from battery B by wires 53 60 throughelectromagnet 50 of indicator 48, wire 61, contacts a b, and wires 56and 59, back to battery. The indicators also close contacts in thesignal-circuits, and, as shown in Fig. 1, the main-line indicator hasclosed the contacts a and 2 in the circuits of the two main-line signals6 and 5, and either one of these signals may be cleared.

The following operations are necessary to effect the clearing of theleft main-line signal 6 to permitatrain to approach the switch from theleft and to proceed on the main line. Although the switch is properlyset, the operator must nevertheless move the switch-lever 45 in theproper direction to bring the switch to the proper position or towardthe left, so as to close it upon the contact 0. Such movement will closethe circuit of the electromagnet 26 of the left valve device 23 of theswitchoperating mechanism opening the inlet-valve 24; but the closedcondition of the cut-off valve 31 will prevent waste of gas. The circuitthus closed will be as follows: from battery B by wire 53, switch-lever45, contact 0, wires 62 70, electromagnet 26, and Wires 71- and 59, backto battery. The signal-circuit may now be completed by moving themainline signal-lever 46 to the left, thereby closing such lever on thecontact 971. The circuit will be as follows: from battery B by wire 53,switch-lever 45, contact 0, wire 62, contacts 5' a, wire 63,signal-lever 46, contact m, wire 64, signal 6, and wires 65 and 59, backto battery.

The following operations will be required to give a clear signal to atrain approaching from the right on the main line: The switch-lever 45must first be moved to the left, as above described, and then thesignal-lever 46 must be moved to the right, closing this lever upon thecontact 1'. The circuit to clear the right main-line signal 5 will be asfollows: from battery B by wire 53, switch lever 45, contact 0, wire 62,contacts 2' 0, wire 63, signallever 46, contact 1, wire 66, signal 5,and wires 67 59, back to battery.

I will now describe the operations for clearing the left siding-signal 7to permit a train to approach the switch from the left and proceed onthe siding. The switch-lever 45 is now to be moved to the right, closingit upon the contact a. This will close the circuit of the electromagnet39 of the right valve device as follows: from battery B by Wire 53,lever 45, contact 02, wires 72 73, electromagnet 39, and wires 74 and59, back to battery. As above described, the cut-off valve of this rightvalve device is now open, and therefore the opening of the inlet-valve,which will result from the energization of the electromagnet 39, willcause the gas to be supplied to the right end of the cylinder 18, andthe piston 19 will be actuated and moved to the left, the switch-lockbar will be unlocked, the switch will be actuated and moved to theposition for the siding, (see Fig. 5,) and the switch-lock bar will belocked with the switch in such position. Upon the completion of the leftstroke of the piston 19 the projection 52 on the piston-rod will closethe contacts a b, and thereby the cireuit for clearing the indicator 48will be closed. This circuit has been heretofore described and is asfollows: from battery B by wires 53 60, electromagnet 50, wire 61,contacts a b, and wires 56 and 59, back to battery. After the indicator48 has been put clear the clear-signal can be given to the approachingtrain, and to give this signal the operator moves the signal-lever 47 tothe left, closing it upon the contact a. The circuit for the signal 7thus closed may be traced as follows: from battery B by wire 53,switchlc ver 45, contact 01, wires 72 75, contacts a 0;, wires 76,signal-lever 47, contact 8, wire 77, signal 7, and wires 65 59, back tobattery. The closing of this circuit clears the signal 7, thereby givingthe proper indication for the train to proceed.

The following operations are necessary to l clear the siding-signal 4 topermit a train to approach the switch from the siding and enter the mainline. The switch-lever 45 must first be moved to the right, as abovedescribed;

but if the switch is already properly set this will only result inopening the inlet-valve of the right valve device 22, and the closedcondition of the cut-ofi valvewill prevent waste of gas. After theswitch-lever has been moved to the right the signal-lever 47 may beactuated to clear the signal 4: and will be moved to the right, therebyclosing it upon the con: tact t. The circuit thus closed will boasfollows: from battery B by wire 53, switch-lever 45, contact 91, wires72 75, contacts a a), wire 76, signal-lever 47, contact t, wire 78,signal 4, and wires 7 9 59, back to battery.

It will be observed that each of the four signal-clearing operationsabove described is dependent, first, upon the putting of the switchleverinto proper position to shift the switch to the desired position;second, upon the clearing of the proper indicator, and, third, upon theactuation of the proper signal-lever in the direction necessary to givethe signal, thereby moving it away from the contact device which wouldhave to be closed to give a signal to a train approaching from theopposite direction. Thus the giving of the clear-signal to theapproaching train is subject to the existence of safety conditions bothat the switch and. at the signals, and an improper signal cannot begiven.

It is obvious that various modifications may be made in the constructionabove particularly described within the spirit and scope of myinvention.

What I claim, and desire to secure by Letters Patent, is-

1. In a railway switch apparatus, the combination of a switch, apressure-storage tank containing liquefied gas, and agas-pressure-applying chamber in operative connection with the switchand in controllable communication with the pressure-storage tank,whereby gas may be supplied from the pressure-storage tank to thegas-pressure-applying chamber and applied therein to shift the switch.

2. In a railway switch apparatus, the combination of a switch, apressure-storage tank containing liquefied gas, a pressure-reducingvalve connected to such storage-tank at the highpressure side of theValve, and a gaspressure-applying chamber in operative connection withthe switch and in controllable communication with the pressure-reducingvalve at the low-pressure side of the valve, whereby gas may be suppliedfrom the pressure-storage tank to the gas-pressure-applyin g chamber andapplied therein to shift the switch.

3. In a railway switch apparatus, the combination of a switch,liquefied-gas-supplying means, a gas-pressureapplying chamber, switchshifting and locking mechanism actuated in both directions by the gas inthe gaspressure-applying chamber, a valve mechanism controlling theadmission and exhaust of gas to each end of the chamber, andelectromagnetic means controlling such valve mechanism.

I. In a railway switch apparatus, the combination of a switch,liquefiedgassupplying means, a pressure-reducing valve connected to theliquefied-gas-supplying means at the highpressure side of the valve, agas-pressure-applying chamber, switch shifting and locking mechanismactuated in both directions by the gas in the gas-pressure-applyingchamber, a valve mechanism controlling the admission and exhaust of gasto each end of the chamber, such valve mechanism being in communicationwith the pressure-reducing valve at the lowpressure side of such valve,and electromagnetic means controlling such valve mechanism.

5. In a railway switch apparatus, the combination of a switch, apressure-storage tank containing liquefied gas, a gas-pressure-applyingchamber, switch shifting and lockin g mechanism actuated in bothdirections by the gas in the gas-pressure-applying chamber, a valvemechanism controlling the admission and exhaust of gas from thepressure-storage tank to each end of the chamber.

6. In a railway switch apparatus, the combination of a switch, apressure-storage tank containing liquefied gas, a pressure-reducingvalve connected to such storage-tank at the high-pressure side of thevalve, a gas-pressureapplying chamber, switch shifting and lockingmechanism actuated in both directions by the gas in thegas-pressure-applying chamber, a valve mechanism controlling theadmission and exhaust of gas from the pressure-storage tank to each endof the chamber, such valve mechanism being in communication with thepressure-reducing valve at the low-pressure side of the valve, andelectromagnetic means controlling such valve mechanism.

7. In a railway switch apparatus, the combination of a switch,liquefied-gas-supplying means, a gaspressure-applying chamber, switchshifting and locking mechanism actuated by the gas in thegas-pressure-applying chamber, and a valve mechanism controlling theadmission and exhaust of gas to the gaspressure-applying chamber, suchvalve mechanism including a cut-off valve controlled by the switchshifting and locking mechanism to cut off the gas-supply for actuatingthe switch in one direction after the completion of the movement of theswitch in such direction.

8. In a railway switch apparatus, the combination of a switch,liquefied-gas-supplying means, a pressure-reducing valve connected tothe liquefied-gas-supplyin g means at the highpressure side of thevalve, a gas-pressure-applying chamber, switch shifting and lockingmechanism actuated by the gas in,the gaspressure-applying chamber, and avalve mechanism controlling the admission and exhaust of gas to thegas-pressure-applying chamber, such valve mechanism being incommunication with the pressure-reducing valve at the low-pressure sideof such valve, such valve mechanism including a cut-off valve controlledby the switch shifting and locking mechanism to cut ofi the gas-supplyfor actuating the switch in one direction after the completion of themovement in such direction.

9. In a railway switch apparatus, the combination of a switch, apressure-storage tank containing liquefied gas, a gas-pressure-apply ingchamber,switch shifting and locking mechanism actuated by the gas in thegas-pressureapplying chamber and a valve mechanism controlling theadmission and exhaust of gas from the pressure-storage tank to thegas-pressureapplying chamber, such valve mechanism including a cut-offvalve controlled by the switch shifting and locking mechanism to cut offthe gas-supply for actuating the switch in one direction after thecompletion of the movement in such direction.

10. In a railway switch apparatus, the combination of a switch, apressure-storage tank containing liquefied gas, a pressure-reducingvalve connected to such storage-tank at the high-pressure side of thevalve,a gas-pressureapplying chamber, switch shifting and lookingmechanism actuated by the gas in the gaspressure-applying chamber, and avalve mechanism controlling theadmission and exhaust of gas from thepressure-storage tank to the gas pressure applying chamber, such valvemechanism being in communication with the pressure-reducing valve at thelow-pressure side thereof, such valve mechanism including a cutoff valvecontrolled by the switch shifting and locking mechanism to out 01f thegassupply for actuating the switch in one direction after the completionof the movement in such direction.

11. In a railway switch apparatus, the combination of a switch,liquefied-gas-supplying means, a gaspressure-applying chamber, switchshifting and locking mechanism actuated in both directions by the gas inthe gaspressure-applying chamber, and a valve mechanism controlling theadmission and exhaust of gas to the gas-pressure-applying chamber toactuate the switch shifting and locking mechanism in both directions,such valve mechanism including a cut-off valve for each directionofmovement of the switch, the cutoff valve for each direction ofmovement being controlled by the switch shifting and locking mechanismto cut off the gas-supply after the completion of the movement of theswitch in such direction.

12. In a railway switch apparatus, the combination of a switch,liquefied-gas-supplying means, a pressure-reducing valve connected tothe liquefiedgas-supplying means at the high-pressure side of the valve,a gas-pressure-applying chamber, switch shifting and locking mechanismactuated in both directions by the gas in the gas-pressure-applyingchamher, and a valve mechanism controlling the admission and exhaust ofgas to the gas-pressure-applying chamber to actuate the switch shiftingand locking mechanism in both directions, such valve mechanism being incommunication with the pressure-reducing valve at the 'low pressure ofsuch valve, such valve mechanism including a cut-off valve for eachdirection of movement of the switch, each of the cut-off valves for eachdirection of movement being controlled by the switch shifting andlocking mechanism to cut off the gas-supply after the completion of themovement of the switch in such direction.

13. In a railway switch apparatus, the combination of a switch, apressure-storage tank containing liquefied gas, a gas-pressure-applyingchamber, switch shifting and locking mechanism actuated in bothdirections by the gas in the gas-pressure-applying chamber, and a valvemechanism controlling the admission andexhaust of gas from thepressurestorage tank to the gas-pressure-applying chamber to actuate theswitch shifting and locking mechanism in both directions, such valvemechanism including a cut-off valve for each direction of movement ofthe switch, the cut-off valve for each direction of movement beingcontrolled by the switch shifting and locking mechanism to cut off thegas-supply after the completion of the movement of the switch in suchdirection.

14. In a railway switch apparatus, the combination of a switch, apressure-storage tank containing liquefied gas, a pressure-reducingvalve connected to such storage-tank at the high-pressure side of suchvalve, a gas-pressure-applying chamber, switch shifting and lockingmechanism actuated in both directions by the gas in thegas-pressrlre-applying chamher, and a valve mechanism controlling theadmission and exhaust of gas to the pressureapplying chamber to actuatethe switch shifting and locking mechanism in both directions, such valvemechanism being in communication with the pressure-reducing valve at thelow-pressure side of such valve, and such valve mechanism including acut-off valve for each direction of movement of the switch, the cut-offvalve for each direction of movement being controlled by the switchshifting and locking mechanism to cut off the gas-supply after thecompletion of the movement of the switch in such direction.

15. In a railway switch and interlocking apparatus, the combination of aswitch, liquefiedgas-supplyingmeans, a gas-pressure-applying chamber,switch shifting and locking mechanism actuated by the gas in thegas-pressure applying chamber, the gas-pressuire-applying chamber beingin controllable communication with the liquefied-gas-supplying means, asignal controlling the approach to the switch, a 3

switch-lever controlling the gas-supply to the gas-pressure-applyingchamber, and signaloperating means controlled by the switch-lever andthe switch shifting and locking mechanism.

16. In a railway switch and interlocking apparatus, the combination of aswitch, liquefiedgas -supplying means, a pressure-reducing valveconnected to the liquefied-gas-supplying means at the high-pressure sideof such valve, a gas pressure applying chamber, switch shifting andlocking mechanism, actuated by the gas in the gas-pressure-applyingchamber, the gas-pressure-applying chamber being in controllablecommunication with the pressurereducing valve at the low-pressure sideof such valve, a signal controlling the approach to the switch, aswitch-lever controlling the gas-supply to the gas-pressure-applyingchamber, a signal-operating means controlled by the switch-lever and theswitch shifting and locking mechanism.

17 Inarailway switch and interlocking apparatus, the combination of aswitch, a pressurestorage tank containing liquefied gas, agas-pressure-applying chamber, switch shifting and locking mechanismactuated by the gas in the gas-pressure-applying chamber, thegas-pressure-applying chamber being in controllable communication withthe pressurestorage tank, a signal controllin g the approach to theswitch, a switch-lever controlling the gas-supply to thegas-pressure-applying chamber, and signal-operating means controlled bythe switch-lever and the switch shifting and locking mechanism.

18. In a railway switch and interlocking apparatus, the combination of aswitch, a pressure-storage tank containing liquefied gas, a

pressure-reducing valve connected to such storage-tank at thehigh-pressure side of the valve, a gas pressure applying chamber, switchshifting and locking mechanism actuated by the gas in thegas-pressure-applying chamber; the, gas-pressure-applying chamber beingin controllable communication with the pressure-reducing valve at thelow-pressure side of such valve, a signal controlling the approach tothe switch, a switch-lever controlling the gas-supply to thegas-pressure-' applying chamber, and signal-operating means controlledby the switch-lever and the switch shifting and locking mechanism.

19. In a railway switch and interlocking apparatus,the combination of aswitch, liquefiedgas-supplying means, a gas-pressure-applying chamber,switch shifting and locking mechanism actuated by the gas in thegas-pressureapplying chamber, inlet and exhaust valves for thegas-pressure-applying chamber, a cutoff valve controlled by the switchshifting and locking mechanism to cut off the gas-supply for actuatingthe switch in one direction after the completion of the movement of theswitch in such direction, a signal controlling the approach to theswitch, a switch-lever controlling the inlet and exhaust valves, andsignaloperating means controlled by the switch-lever and the switchshifting and locking mechanism.

20. Inarailway switch and interlocking apparatus, the combination ofaswitch, liquefiedgas-supplying means, a gas-pressure-applying chamber,switch shifting and locking mechanism actuated in both directions by gasin the gas-pressure-applying chamber, inlet and exhaust valves for suchgas-pressure-applying chamber, a cut-ofl valve for each direction ofmovement of the switch, the cut-off valve for each direction of movementbeing controlled by the switch shifting and locking mechanism to cutofi? the gas-supply after the completion of the movement of the switchin such direction, a signal controlling the approach to the switch, aswitch-lever controlling the inlet and exhaust valves, andsignal-operating means controlled by the switch-lever and switchshifting and locking mechanism.

21. In a railway switch and interlocking apparatus, the combination of aswitch, liquefiedgas-supplying means, a gas-pressure-applying chamber,switch shifting and locking mechanism actuated in both directions by thegas in the gas-pressure-applying chamber, inlet and exhaust valves forsuch gas-pressure-applying chamber, a cutofi' valve for each directionof movement of the switch, the cut-off valve for each direction ofmovement being controlled by the switch shifting and locking mechanismto cut off the gas-supply after the completion of the movement of theswitch in such direction, electromagnetic means controlling the inletand exhaust valves and controlling-circuits thereof, anelectrically-controlled signal controllingthe approach to the switch anda circuit for such signal, a switchlever controlling the circuits of theelectromagnetic valve-controlling means, and signaloperating meanscontrolling the signal-circuits and controlled by the switch-lever andthe switch shifting and locking mechanism, substantially as set forth.

In testimony whereof I have aflixed my signature in presence of twowitnesses.

" '(JLYDE J. COLEMAN.

Witnesses:

HENRY D. WILLIAMS, HERBERT H. GIBBs.

